Combined automatic and straight-air brake.



T G. A. BO-YDEN.

GOMBINBD AUTOMATIC AND STRAIGHT AIR BRAKE.

APPLIOATION FILED DEC. 23, 1908.

1,075,81 1 Patented 001;. 14, 1913.

2 BHEETS-'SHEET 1.

WITNESSES INVENTOR COLL'M[!| A PLANOGRAPM C0..WASHINGTON, B. c.

G. A. BOYDBN. 0011111111111) 1111101111110 AND STRAIGHT AIR BRAKE.

APPLIOATION FILED DEC. 23, 1908.

Patented 0011119 13.

2 SHEETS-SHEET 2.

WITNESSES tinrrnn s'ra rns rarnn'r orrros.

GEORGE ALBERT BOYDEN, OF MOUNT WASHING-TON, MARYLAND, ASSIGNOR TO TI-IEWESTINGHOUSE AIR BRAKE COMPANY, 65 PITTSBURGH, PENNSYLVANIA, A COR-PORATION OF PENNSYLVANIA.

Specification of Letters Patent.

Patented Uct. 1d, 1913.

Application filed December fzfi, 1808. Serial No. 468,946.

To all whom it may concern:

Be it known that I, GEORGE A. BOYDEN, a citizen of the Unit-ed States,residing at Mount lVashington, in the county of Baltimore and State of'Maryland, have invented new and useful Improvements in CombinedAutomatic and Straight-Air Brakes, of which the following is aspecification.

This invention relates in general to fluid pressure brakes, such as areusually operated by compressed air, and more especially to a combinedautomatic and straight air brake apparatus particularly designed for useupon an engine or locomotive, and adapted to be operated eitherautomatically by reduction in the train brake pipe pressure in the usualway, or by the use of straight air from the main reservoir to the enginebrake cylinder.

One of the objects of my present invention is to provide an improvedcombined apparatus ofthis character in which the engine brakes may bepromptly released by means of the straight air brake valve.

Another object is to provide improved means whereby the engine brakesmay be applied and released or controlled at will by means of thestraight air brake valve when the triple valve of the automatic systemisin service application or lap position,

air brake valve, illu'strat-in'ga preferred construction of thesedevices, and the manner of connecting the same; Fig. 3 a plan of thestraight air brake valve seat; Fig. 4 a face view of the rotary valve ofthe straight air brake valve; Figs. 5, 6, 7, and 8 diagrams illustratingthe position of the ports of the straight air brake valve in running,lap, app'lica-tion, and release positions respectively, and'Figs. 9 and10 a plan of slide valve seat and face view of slide valve respectivelyof the triple valve device.

According to the construction as shown, the equipment comprises an airpump 1, a main reservoir 2, automatic engineers brake valve 3, mainreservoir pipe 4L, automatic train brake pipe 5, triple valve 6,auxiliary reservoir 7, brake cylinder pipe S,and engine brake cylinders9, all of which, with the except-ion of an additional port and cavity inthe triple valve presently to be explained, may be of the well knownstandard construction.

According to my improvement the triple valve device, in addition to theusual service port 10 andexhaust port 11 in the main slide valve seat isalso provided with a port 12 communicating with pipe 13 leading to thestraight air brake valve 14, and the slide valve 22 is provided with acavity 23 in addition to the exhaust cavity 24. A pipe 15 also connectsthe triple valve exhaust port 11 with the straight air brake valve.

Any suitable or preferred form of straight air brake valve may beemployed, that shown in the drawing being of the rotary type having port16 communicating with pipe 18, port 1'? communicating with triple valveexhaust pipe 15, and an exhaust port- 18 leading to the atmosphere,.while the rotary valve 25 is provided with through ports 19 and 20 anda cavity 21. Air from the main reservoir may be admitted to the chamberabove the rotary valve 25 of the straight air brake valve 1% through thereducing valve 26 in the usual manner, and if desired, the brakecylinder pipe may be eX- tended to the brake cylinder upon the tender.

The operation of my improved apparatus is as follows: The system beingcharged with air under pressure and the straight air brake valve in thenormal running position, Fig. 5, with the triple valve exhaust pipe 13open to the atmosphere through ports 17 and 1S and cavity 21, theautomatic brake may then be applied and released in the usual manner bythe customary movements of the automatic brake valve 3, as will bereadily understood. \Vhen the usual reduction is made in train pipepressure for applying brakes in automatic service, the triple valvepiston operates the graduating valve to open the service port 26 inslide valve 22 and moves said slide valve to service applicationposition in which port 26 registers with port 10 to supply air from theauxiliary reservoir through port 10 and pipe 8 to the brake cylinders inthe usual way. In this position of the slide valve 22 the cavity 28,which may also connect with port 26, establishes communication from thebrake cylinder through ports 10 and 12 and pipe 13 to port 1.6 of thestraight air brake valve, which is closed in the running position, asshown in Fig. 0'

After making an automatic service application of the engine brake, if itbe desired to release or grade down the brake cylinder pressure withoutmoving the triple valve to release position it may be done by turningthe straight air brake valve to release position, as shown in Fig. 8, inwhich the cavity 21 con- .nects ports 16 and 18 and air from the brakecylinder is released to the atmosphere. If then it be desired to reapplythe engine brakes with straight air, either with or without releasingthe triple valve, the straight air brake valve may be moved toapplication position, Fig. 7, in which port 19 registers with port 17,and port 20 with port 16 whereby air is admitted to both pipes 13 and15. If the triple valve is in service position air will be admit-tedthrough cavity 23 and ports 26 and 10 to the brake cylinder, but if thetriple valve is in release position air will be admitted through cavity24 and port 10 to the brake cylinder, so that in either case the enginebrake will be ap plied with straight air. The triple valves of theautomatic system may then be moved to release position and the auxiliaryreservoirs recharged while the engine brakes are held applied by meansof the straight air brake valve. It will now be apparent that the enginebrake cylinder pressure may be released or varied up or down at will bymeans of the straight air brake valve at all times except when anemergency application of the brakes is made and the triple valve makesits extreme movement to emergency position in which it cuts offcommunication from the straight air brake valve to the engine brakecylinder. The apparatus is therefore capable of effecting an emergencyapplication of the brakes at any time regardless of the position of thestraight air brake valve.

From the foregoing description it will now be seen that I have provideda combined apparatus having an automatic valve device, or triple valve,operated by the usual variations in train pipe pressure and providedwith means whereby the engine brake cylinder pressure may be controlledby a separate manually operated or straight air brake valve when thetriple valve is in either release or service position, but is cut onirom such control in emergency applications.

Having now described my invention, what I claim as new and desire tosecure by Letters Patent, is

1. In an air brake apparatus, the combination with the automatic systemhaving a brake cylinder, a train pipe and a valve device operated byvariations in train pipe pressure, of a straight air brake valve forsupplying air to the brake cylinder, the automatic valve device havingmeans for establishing communication from the straight air brake valveto the brake cylinder in service application position.

2. In an air brake apparatus, the combi nation with an automatic brakevalve, a train pipe and an automatic valve device for applying brakes,of a manually operated valve for also controlling the application ofbrakes dependent on the position of said automatic valve device, andmeans whereby the brake cylinder pressure may be controlled by themanually operated valve when the automatic valve device moves toapplication position.

3. In an air brake apparatus, the combination with an automatic brakevalve, a train pipe, an auxiliary reservoir and brake cylinder, of a.straight air brake valve and a triple valve device having means forestablishing communication from the straight air brake valve to thebrake cylinder in service position.

at. In an air brake apparatus, the combination with an automatic brakevalve, a train pipe, auxiliary reservoir, triple valve, and brakecylinder, of a straight air brake valve connected to the triple valveexhaust port, the triple valve having means in service position forestablishing communication from the straight air brake valve to thebrake cylinder.

5. In an air brake apparatus, the combination with a train pipe,automatic brake valve, and brake cylinder, of a straight air brakevalve, and a triple valve device having means for cutting the straightair brake valve into control or" the brake cylinder pressure in serviceapplications and out of control in emergency applications.

6. In an air brake apparatus, the combination with a train pipe,auxiliary reservoir and brake cylinder, of a straight air brake valve,and a triple valve device having means for establishing communicationfrom the straight air brake valve to the brake cylinder in releaseposition and also in service position.

7 In an air brake apparatus, the combination with a train pipe,auxiliary reservoir and brake cylinder, of a straight air brake valve,and a triple valve device having means for establishing communicationfrom the straight air brake valve to the brake cylinder in serviceposition and for closing said communication in emergency position.

8. In a fluid pressure brake, the combination with a train pipe and anautomatic valve device operating upon a reduction in train pipe pressurefor effecting an application of the brakes, of a manually operated 10valve for also supplying air to the brake cylinder through portscontrolled by the automatic valve device While the brakes are appliedautomatically.

In testimony whereof I have hereunto set my hand.

GEORGE ALBERT BOYDEN.

Witnesses:

ROBERT MoLEoD J AoKsoN, VVILFRED L. SNIDER.

Gopies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. G.

